Mounting for the driving and operating mechanisms of industrial trucks



P. E. HAWKINS MOUNTING FOR THE DRIVING AND OPERATING May 31, 1949.

I MECHANISMS OF INDUSTRIAL TRUCKS 7 Sheets-Sheet 1 Filed Oct. 4, 1944 'IHHu III III 1 W QTFN INVENTOR. PAUL E. HAWKINS.

May-31, 1949. P. E. HAWKINS ,47 29 MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS Filed Oct-4, 1944 '7 Sheets-Sheet 2 INVENTOR.

PAUL E. HAWKINS.

51 aw, M

May 31, 1949. P. E. HAWKlNS 2,471,429

MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS Filed Oct; 4, 1944 7 Sheeis-Sheet 5 INVENTOR. PAUL E. HAWKINS.

May 31, 1949. E. wKms 2,471,429

MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS Filed OOt. 4, 1944 7 Sheets-Sheet 4 m s m m E K I W M H v I mm U 1 M n, 5 v .1 fix L Y fi l a B t T Null m G M f x 9 M May 31, 1949. P. E. HAWKINS MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS '7 Sheets-Sheet 5 Filed oct. 4, 1944 INVENTOR PAUL E HAWKlNS BY @Jfl May 31, 1949. P. E. HAWKINS MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS 7 Sheets-Sheet e Filed Oct. 4, 1944 PAUL E. HAWKINS;

lllllll May 31, 1949.

Filed Oct. 4. 1944 P. E. HAWKINS MOUNTING FOR THE DRIVING AND OPERATING MECHANISMS OF INDUSTRIAL TRUCKS 7 Sheets-Sheet 7 INVENTOR. PAUL E. HAWKINi Patented May 31, 1949 MOUNTING FOR THE DRIVING AND OPER- A'IING MECHANISMS OF INDUSTRIAL TRUCKS Paul E. Hawkins,

The Baker-Raulang Company,

a corporation of Ohio Application October 4, 1944, Serial No. 557,172

Claims.

This invention relates to a vehicle particularly adapted for industrial uses. The disclosed embodiment of the invention for exemplification thereof consists of an elevating type of industrial truck, but certain features of the invention are applicable to a vehicle of the tractor type.

One object of the invention is to provide an improved vehicle having a power plant and a transmission in unitary relation yieldin ly supported on the vehicle chassis and connected at one end to the housing for the driven axle sections for the vehicle, whereby the mounting is free to vibrate about the axis of the driven wheels, while maintaining the power plant and transmission in fixed relation and the latter in operative relation to the power transmitting elements for the axle sections of the driven wheels.

Another object of the invention is to provide in a vehicle an improved arrangement of power plant, transmission and axle mechanism for the driven wheels of the vehicle, wherein provision is made for ready access to the clutch and clutch shaft, the latter being mounted for displacement or removal to permit adjustment, removal and replacement of the clutch and/or parts thereof.

Another object of the invention is to provide in a vehicle an improved arrangement of power plant, transmission and axle mechanism for the driven wheels of the vehicle, the housing sections for the clutch, transmission and axle mechanism being arranged to permit ready displacement or removal of the clutch shaft and the sections for the clutch and transmission having separate openings to permit easy access to each thereof,

whereby adjustment, removal and replacement of a the clutch and/or parts thereof may be made.

Another object of the invention is to provide an improved industrial truck having a chassis mounted on rear wheels and front driving wheels, an elevating mechanism supported at the front end of the chassis, and. a power plant, atransmission and power transmitting elements for driving the axle for said front wheels, the housings for the power plant, transmission and power transmitting elements being rigidly connected together and oscillatable about the axis of said front wheels and yieldably supported on the rearward portion of said chassis.

Another object of the invention is to provide an improved industrial truck consisting of a chassis mounted on rear wheels and front driving wheels, an elevating mechanism supported at the front end of the chassis, a power plant, a transmission between the power plant and the axle for the driving wheels and truck controllin devices spaced from the power plant to provide a drivers station and ready access to the transmission.

Another object of the invention is to provide an improved industrial truck having a pair of Lakewood, Ohio, assignor to Cleveland, Ohio,

driving wheels, a power plant and a transmission, including a clutch and clutch shaft, between the power plant and the axle for the driving wheels,-

the front wall of the housing for the transmission having a bearing for the outer end of the clutch shaft, which bearing is removable to permit outward endwise movement of the shaft and a portion of the top wall of the housing being removable to permit removal and replacement of the clutch.

Other objects of the invention will be apparent to those skilled in the art to which my invention relates from the following description taken in connection with the accompanying drawings, wherein Fig. 1 is a side elevation of an industrial truck embodying my invention.

Fig. 1a is a detail sectional view of the carrier for the elevating mechanism (enlarged) on the line ia--ia of Fig. 2.

Fig. 1b is a fragmentary section on the line Ib-lb of Fig. 1, enlarged.

Fig. 2 is a front elevation.

Fig. 3 is a rear elevation.

Fig. 4 is a fragmentary perspective view.

Fig. 5 is a fragmentary plan view partly in section substantially on the line 5-5 of Fig. 1.

Fig. 6 is a perspective view of the truck chassis.

Fig. '7 shows in perspective the assembly of the chassis, power plant, transmission and housing for the power transmitting mechanism and driven axles.

Fig. 8 is a section on the line 8-8 of Fig. 9.

Fig. 9 is a fragmentary section on the line 9-9 of Fig. 2 through the transmission and clutch.

Fig. 10 is a sectional view of parts shown in Fig. 9, showing the position of the clutch shaft when the clutch is to be removed.

Fig. 11 is a diagram of the hydraulic system for operating the elevating mechanism and'tilting it.

In the drawings l indicates as an entiretythe truck chassis, having depending front and rear hangers 2, 2, to which the opposite ends oi-suitable springs 2a are connected in a. well known manner, the springs being connected to the axle I 'for one wheel, but preferably a pair of rear wheels 3, whereby the latter support the rear end of the chassis i. The spindles for the rear wheels 3 are mounted on suitable knuckles 3a and connected together by a suitable linkage 3b, the latter in turn being connected by a rod 30 and gearin 3d to the shaft in a steering column 311 having a steering wheel 311". As shown in Figs. 6 and '7, the chassis l comprises a pair of spaced parallelly related invertedchannel members la rigidly connected at their rear ends by a cross member lb. The inner side walls of the channel members la are provided with plates l'c, which extend outwardly beyond the front ends of the channel members la. 4 indicates a pair of up- 3 rights eachrigidly secured (preferably welded) to the adjacent extended end of the adjacent plate Ic. The upper end portions of the uprights l are connected by a channel l', the opposite ends of the latter preferably being welded to the uprights. The lower ends of the uprights l are provided with alined collars 5 through which extend the tubular sections 8 of a housing, indicated as an entirety 6' (later referred to), the sections 6 being free to rotate or oscillate in the collars, as later set forth. Each collar 5 consists of related semicircular members is each having flanges 5a which are bolted to the flanges 5a of the other member, the upper member 5a and its flanges being welded to the lower end of the adjacent upright l.

The outer end portions 3a of the housing sections 6 form the axles on which the front wheels I rotate. Suitable anti-friction bearings 1a,preferably of thetapered roller type, are interposed between the axle portions la and the wheel hubs Ia (see Fig. 8). Each wheel I preferably consists of a rubber tired rim lb provided internally with an annular web 10 to the inner side of which an annular flange 1:: on the hub la is bolted and a hub cap Id having a peripheral flange Id which is bolted to the outer side of the web 10. Each cap Id is formed with a through opening 'Ie, the walls of which are splined to receive the outer splined end of the adjacent live axle section 3, the latter being drivingly connected to a differential mechanism, indicated as an entirety at 9, whereby the adjacent wheel I may be driven. v

From the foregoing description it will be observed that the front ends of the chassis members Ia are connected through the uprights l and collars 5 to the housing sections 3 which form the axles for the pront wheels, so that the latter support the front end of the chassis I.

The upper ends of the uprights l are formed with recesses to provide seats in which a transverse rod is rigidly secured, the opposite ends of the rod being reduced to form pivots or trunnions II on which an elevating mechanism, indicated as an entirety at I2, is swingably or tiltably mounted.

The elevating mechanism l2 comprises the following: I3 indicates a frame consisting of a pair of spaced channel members I3 connected together at their lower ends by a cross member I 3a and at their upper ends by a bar I3b flxed to brackets I3b' extending rearwardly from the channel members I3. Intermediate-their ends the channel members II are provided with rearwardly extending plates I 3c, the outer end portions of which are formed with aligned openings to receive the trunnions II, whereby the frame I3 is swingably mounted, as already set forth. The outer end portions of the plates Ilc are formed with aligned slots I30, each leading to the adjacent trunnion opening, to permit assembly of the channel members on the trunnions I I. ll indicates a load carrier consisting of a frame Ila supporting at its upper end a transverse rod Ila on which are adjustably mounted a pair of forks Ilb, whereby the forks may be spaced relatively to each other dependent on the load to be handled and transported. The upper end of the frame Ila is provided with a rear wall I lo and a front wall Ild to form a seat for the upper end of the upright leg of each fork Ilb (see Fig. 1a), the wall- Ilc being formed with spaced openings Ilc', whereas the leg of each fork Ilb is provided with a rearwardly extending pin Ile arranged to extend into one of the openings Ilc' to a lock the fork against lateral movement. The frame Ila is provided at its opposite sides with upper and lower rearwardly extending pairs of arms I5, each having a stud shaft for supporting a roller I6 arranged to engage the front and rear walls of an adjacent channel member I3x, the upper and lower rollers I6 serving to guide the load carrier Il endwise of the channel members I 3.10. The channel members I31: slidably fit the members I3 for movement upwardly and downwardly therein, and are connected together at their upper ends by tie member I3ar', which is arranged to engage the upper ends of the members I3, whereby the latter limit the downward movement of the members I3.'::. I! indicates a cylinder disposed midway between the channel members I3 and having a closed lower end supported on the cross member I3a. I3 indicates a piston within the cylinder I1 and arranged to be operated endwise upwardly by fluid (such as a suitable oil) supplied under pressure through a pipe IIa (see Figs. 4, 5 and 11) leading from a valve mechanism (later referred to) and connected to the lower end of the cylinder II, as later set forth. The upper end of the piston I8 is provided with a yoke I'8a having on its opposite ends a pair of sprockets I9, which are engaged by chains 20. One end of each chain 201s anchored to an angle 2I fixedly mounted on the cross member I3a, whereas its opposite end is connected to lugs 22 on the lower end of the load carrier frame Ila (see Fig. 5). In this arrangement it will be observed that operation of the piston I8 upwardly will eiiect operation of the load carrier upwardly relative to the channel members I3. When fluid pressure is applied to the piston I8, the carrier Il will be initially moved upwardly until the yoke IBa engages the tie member I3x and then continued movement of the piston will raise the channel members I 3:1: the full stroke of the piston, but due to the anchorage of the chains 20 at one end and their connection with the carrier Il at their opposite ends, the operation of the piston I3 will simultaneously move the carrier Il with the channel members I3a: and relatively thereto (but at a faster rate-approximately twice the rate of movement of the channels I3x), so that the carrier may be raised to any desired level and/or to the upper ends of the channel members I3a: when the latter are raised to their extreme upper position by the full stroke of the piston I 3. By cutting oil? the supply of the fluid through the pipe IIa to the cylinder I! and connecting it to the tank II to permit discharge of the fluid from the cylinder I I, the members I 3x, the load carrier Il and piston I8 will gravitate downwardly to their lowermost position.

The means for tilting the elevating mechanism I2 comprise a pair of cylinders 23 pivotally mounted at their inner ends on the outer ends of a pair of brackets N, which depend from the chassis members Ia (see Figs. 1 and 5). 'The cylinders 23 are provided with pistons 23a which are pivotally connected to the outer ends to a pair of brackets 24a fixed to the channel members I3. The inner end portion of each cylinder 23 is provided with a fluid supply pipe 23b leading from a valve mechanism (later referred to), so that when the fluid under pressure is supplied to the cylinders 23, as later set forth, the pistons will be operated outwardly, the effect of which is to swin the elevating mechanism I 2 on the trunnions II in one direction; that is, the upper end of the mechanism inwardly. Springs 26, adjustably connected to pivots for the cylinders 23 at their inner ends and at their outer ends to gussets 26a fixed to the cross member Ila, are put under tension when the elevating mechanism I2 is swung inwardly, as above described, so that when the fluid supply pipe 23b is connected through the adjacent valve mechanism to the tank H. as

later set forth. the springs 23 serve to swing the elevatingmechanism l2 back to its normal position, as shown in Fig. 1.

The supply of fluid to and from the cylinders l1 and to and'from the two cylinders 23 is separately controlled by valve mechanisms enclosed in a casing 25, which is preferably mounted on the inner side wall of the tank l'l so that the raising and lowering of the elevating frame ll and bodily tilting of the elevating mechanism l2 may be separately or conjointly controlled. The valve element or the valve mechanism which controls the flow of fluid to and from the cylinder I1 is operated by a plunger whereas the valve element of the valve mechanism which controls the flow of fluid to and from the cylinders 23 is operated by a plunger 25". The supply of fluid is shown in Fig. 11, wherein 23:: indicates a suitable pump driven in any desired manner by the motor or power plant indicated as an entirety at 21. 21 indicates a pipe leading from the tank H to the intake side of the pump 28m. 29 indicates a pipe leading from the discharge side of the pump 26:: to the casing 25, for the valve mechanisms. which in turn are connected to the pipes ila. 231), respectively. The valve mechanisms control the flow of fluid from the pipe 29 to each of the pipes Ila, 23b, or to the tank H for circulation therethrough and pipe 28 provides a return of the fluid to the pump 25x; for example, in one position of the plunger 25' for controlling the fluid fiow to and from the cylinder l1, the fluid is by-passed into the tank II' for return flow through pipe 28 to the pump 26a: and flow of the fluid into or from the pipe Fla is cut off; in another position of plunger 25', the pipe 29 is connected to the pipe I'Ia for supply of fluid to the cylinder l1 and flow of the fluid from pipe 29 through the adjacent valve mechanism to tank I1 is cut ofi; and in another position of the plunger 25, if the elevating frame M is in an elevated position and is to be lowered, the fluid in the cylinder l1 flows from the latter through the pipe Ila. the adjacent valve mechanism into the tank H and pipe 23 for circulation in the system by the pump 262:. If the elevating frame M has been raised to an elevated position and is to be maintained therein, the plunger 25 is moved to its first position, which connects pipe crating handle 25h extending laterally and disposed .below and in convenient relation to the steering wheel 3d, whereby the plunger 25 may be moved to the positions already referred to. The plunger 25" is pivotally connected to one end of a link-25a, the opposite end of which is pivotally connected to an arm 25b fixed to the lower end of a sleeve 25b" rotatably fitting the inner sleeve between the hubs 250, 259, the upper end of the sleeve 25b" being provided with an operating handle 25h extending laterally substantially in line with and below the handle 25h, whereby the plunger 25" may be moved to the po itions already referred to.

The power or driving mechanism for the wheels 1 comprises the power plant 21 (such as a four cylinder internal combustion engine of suitable construction) supplied with gasoline from a tank 21 (see Fig. 1), a transmission 30 and the differential 9 connected to the axle sections 8 in a well known manner.

As shown in Figs. 1, 4, 7 and 9, the housing, indicated as an entirety at 30' for the transmission 30 is rigidly connected to the front wall 211: of the power plant 21 and housing 6' for the differential 9 and axle sections 8 to form a unitary assembly supported on a plurality of yieldable or cushioning devices, each indicated as an entirety at 3|, to permit vertical vibrations of the assembly due to operation of the truck over rough surfaces and incident to starting and stopping of the truck. As the tubular sections 6 of the housing 6 rotatably fit the collars 5, which are concentric to the axis of the wheels I, the assembly, when vibrating, oscillates about an axis which is co-axial to the axis of these collars and the wheels I. I preferably provided three cushioning devices 3|, one at either side of the housing 30- between it and the channel members la and one at the rear of the power plant 21, between it andthe cross member lb, as will be apparent from Figs. 1, 6 and 7. Each cushioning 29 through the adjacent valve mechanism to the tank I1 and cuts off the pipe 01a to prevent flow of the fluid therein in either direction. The plunger 25" for operating the valve mechanism which controls the flow of the fluid to and from the cylinders 23 operates similarly to the plunger 25'. The valve mechanisms and their connections with the tank l1, and pipes Ila. 23b, 29, are not show n'as they and these connections form no part of the present invention. The plunger 25 is pivotally connected to one end of a link 25a, the opposite end of which is pivotally connected to an arm 25b. The arm 25b is provided with a hub 250 which is fixed to a sleeve, the latter in turn being rotatably mounted on a shaft 25d. The lower end of the shaft 25d is mounted. in a bracket 25c carried by the channel 4', whereas its upper end is mounted in a bracket 25} supported 0n the steering column 3d. The upper end of the sleeve is fixed to the hub 25g of an opdevice 3| at opposite sides of the housing 30' consists of a base plate 32 the outer end portion of which is supported on and preferably bolted to the top wall of the adjacent channel member la (see Fig. 1b). The inner end portion of the plate 32 is formed with an opening 32a and supports a tubular member 33 in concentric relation thereto, the tubular member preferably being welded to the plate 32 34, 34a, indicate concentrically related sleeves supporting between them an annular mass of yieldable material, such asrubber or rubber composition 35, the outer and inner walls of which are secured (by vulcanization) to the opposed walls of the sleeves 34, 34a. As shown, the outer sleeve removably fits the tubular member 33 and is provided on its upper end with an annular flange 34b engaging the upper end of the tubular member 33, whereby the latter supports the sleeves 34, 34a, and cushioning material 35, but permits distortion of the cushioning material due to vibrations of the power plant 21 and transmission mechanism 30, as already set forth. 36 indicates a bracket suitably fixed to a pad 30a provided on the side wall of the housing 30', the laterally extending wall 36a of the bracket supporting a bolt 31 which extends downwardly therefrom through a spacing ring 31x and the sleeve 34. The bolt 31 is provided with upper and lower collars 38, 38a, which engage the opposite ends of the sleeve 34 and cushioning material 35, the spacing ring 3lxbeing disposed between the upper collar 38 and bracket wall 36a. By preference the head 7 of the bolt 31 engages the lower collar 38a to provide the nut 31a for the bolt at its upper end to facilitate ready access thereto. The nut 31a serves to clamp the bracket 36, ring 31:, collars 38, 38a, sleeve 34 and bolt 31 in fixed relation to avoid lost motion, looseness and rattle therebetween, and provide for the direct application of the forces incident to vibrations of the power plant and driving mechanism on the cushioning material 35, relative to the chassis l.

The cushioning device 3| rearwardly of the power plant 21 is similar in construction to the device 3| shown in Fig. it), except that the base plate consists of an angle secured to the side wall of the cross member lb. As will be observed, the vibratory forces are transmitted by eachi bracket 35 through the ring 31x, upper collar 38 to the sleeve 34 and cushion 35, which absorbs such forces to avoid damage to the driving mechanism or chassis, as well as to minimize jolting of the truck driver.

The transmission 30, which may be of any desired construction, includes a clutch shaft 40 and a driven shaft 4| carrying the pinion lla. in mesh with the main gear 9a of the differential mechanism 9. Suitable gears are arranged between the shafts 40 and 4| to provide the desired speeds for driving the truck in either direction and to reverse the direction of rotation of the shaft 4|, the change in speed being effected by operation of a plunger 42 and reverse of rotation of the shaft 4| being effected by operation of a plunger 43 (see Fig. 4). The connections between the plungers 42, 43 and the yokes 42a, 43a, respectively, for shifting the transmission gears are not shown as they may be of the conventional type or of any preferred form of construction, the yoke 420. being removable or replaceable to permit endwise movement of the shaft 40. The plungers 42, 43, are slidably mounted in a casing 42b mounted on the side wall of the housing 30 and provided with a removable cover 426'. 250:,

'25s indicate operating handles in alined relation disposed on the opposite side of the steering column 3d from the handles 25h, 25h, the connections between the handles 25cc, 25:13, and the plungers 42, 43, respectively, and the mountings therefor being similar to like parts for the handles 25h, 25h, for which reason it will not be necessary to describe such connections and their mountings.

. The transmission housing 30' consists of sec= tions 30b, 30c, 30d, rigidly connected together, the inner section 30b having a, flange 38y bolted to the wall 211: of the power plant 21 and extending around a fly wheel 44 and a clutch, indicated as an entirety at 45, the outer section 30d being connected to a transverse wall 30d forming part of the housing 6' and the intermediate section 30c co-operating with the section 30b to enclose the fly wheel 44 and the clutch 45. The transverse wall 30d is formed with openings which provide seats for suitable removable anti-friction bearings indicated at 4'5, 46a, 461), the latter bearing supporting the outer end of the clutch shaft 40 and secured in its seat by a removable cap 46b. The section 30c is provided with an outer end wall 30" formed. with openings 30e, 30c, which serve as seats for a bearing 460 for the jack shaft Ma and a bearing 46d for the clutch shaft 40. The bearings 46c, 4611, are secured in their seats by removable caps 46c, 46d, respectively. The inner reduced end of the clutch ing the cap 36b, the clutch shaft 40 may be moved endwise, as shown in Fig. 10, preparatory to removal of the clutch plate a, as later set forth. The upper wall of the housing section 30d is formed with an opening 30d which is closed by a removable cover or plate 301:, the opening permitting ready access to the transmission, whereas the upper wall of the housing section 300 is formed with an opening 30c, which is closed by a removable cover or plate 303:, the opening permitting ready access to the clutch 45 for adjustment thereof, its removal and replacement or parts thereof, upon the endwise displacement of the shaft 40, as shown in Fig. 10. It will be observed that by forming separate openings in the housing section 30c and 30d for access to the clutch 45 and the transmission 30, either cover 301:, 30m, may be removed to permit access to the parts in one section without exposing the parts in the other section. Accordingly, a relatively few cap screws need to be removed; in fact, only one part (a cover) requires disassembly, as shown in dotted lines in Fig. 9. In this form of construction the wall 30" is formed integrally with the side, top and bottom walls of the section 300, so that the bearings 45c, 36d, are rigidly supported in alinement with their related bearings 45a, 351), respectively.

The clutch 45 may be of any desired construction, but preferably of the single plate type having a casing 41 provided with lateral extensions 41a (one only being shown) removably fixedby cap screws 31a to the fly-wheel 34 and adjustably carrying an annular pressure member 48. The pressure member 58 and flywheel 44 are provided with suitable alined friction surfaces 49 disposed upon opposite sides of the clutch plate 45a,

for engagement therewith and disengagement therefrom. The clutch plate 45a is provided with a hub 35b, the inner wall of which is splined to provide a slidable driving connection with the splines on the inner end of the clutch shaft 40, whereby, with the shaft 40 in normal position (Fig. 9), the clutch plate is drivingly connected to the shaft, but the latter may be disengaged from the hub 45b when displaced endwise outwardly (Fig. 10). The pressure member is operatively connected with a collar 50 slidably fitting a sleeve 5!, which surrounds the shaft 40, the collar in turn being operated in one direction by a yoke 52 fixed to a rock shaft 52a which is mounted in the side walls of the housing section 300. Outwardly of the housing section 300, the rock shaft 52a is provided with an arm 53, which is connected through a link 53a to the clutch pedal 54 (see Fig. 1).

In the arrangement shown, upon removal of the cover 30:10 and displacement of the shaft 40, as shown in Fig. 10, the clutch adjusting screws 450 are readily accessible. Also, by removing the screws 81a and displacing the casing 41, the clutch plate 45a may be removed through the opening 300 and a new plate replaced. In carrying out this replacement operation, only the bearing cap 461) and cover 303: are detached and yoke 42a. displaced or removed to provide quick access to the clutch 45, and no disassembly of the transmission and/or its bearings is required.

As shown in Fig. 1, the fluid tank 11' and gasoline tank 21' are positioned in a jacket Ix, which is open on its inner side below these tanks to make the cap 46b freely accessible and a space to accommodate the clutch shaft 40 when moved endwise outwardly, a shown in Fig. 10; it is also to be observed that these tanks and the steering column 3d are spaced from the power plant 21 to provide free access to the covers 302:, 301: and the drivers station therebetween, as well as a seat Ix over a front portion of the power plant; furthermore, this arrangement positions the power plant 21 remote from the elevating mechanism 12, whereby its weight is advantageously utilized to counterbalance any load being raised or transported on the elevating frame 14.

To those skilled in the art to which my invention relates many changes in construction and widely differing embodiments and applications of the invention will suggest themselves without departing from the spirit and scope of the invention. My disclosures and the description herein are purely illustrative and are not intended to be in any sense limiting.

What I claim is: v

1. In a vehicle of the class described, the combination of a chassis, wheels for supporting one end of said chassis, said chassis being provided at its opposite end with spaced collars, a housing having laterally extending tubular members rigidly connected thereto and rotatably fitting said collars and extending therethrough, wheels rotatably mounted on the outer end portions of said tubular members, a differential in said housing drivingly connected to said last mentioned wheels, a unitary power mechanism for driving the last mentioned pair of wheels through said differential, said mechanism consisting of a power plant and a transmission enclosed in a housing, said last mentioned housing being rigidly connected to the front wall of said power plant and said first mentioned housing, and yieldable supporting means between said mechanism and said chassis, where by the vibrations of said mechanism about the axis of said driven wheels relative to said chassis are dampened.

2. In a vehicle construction, the combination with a wheel mounted chassis and power means thereon for driving certain wheels of the vehicle, of a support on said chassis provided with a hollow member, a bracket fixed to a wall of said power means, and cushioning means between said hollow member and said bracket, said cushioning means comprising inner and outer annular members, resilient means between and connected to said inner and outer members, said outer member being supported on said hollow member, an element depending from said bracket and extending through said inner member, a device on the lower end of said elements engaging the lower end of said inner member, and a spacing device on said depending element between said bracket and the upper end of said inner member. I

3. In a vehicle of the class described, the combination of a chassis provided with spaced collars at its front end, a pair of steerable wheels for supporting the rear end of said chassis, a front pair of wheels, a differential drivingly connected to said front wheels, a housing for said differential having laterally extending tubular members rigidly connected thereto and rotatably fitting and extending through said collars, bearings on the outer end portions of said tubular members for said front wheels, whereby the front end of said chassis is supported on the latter and said housing and tubular members are free to rotate in said bearings, a unitary power mechanism drivingly connected to said differential, consisting of a' power plant, a transmission between said power plant and said differential and a housing for said transmission between and rigidly connected to a wall of said power plant and the housing for said differential, and yieldable means between said unitary power mechanism and said chassis for dampening the vibrations of said power mechanism relative to said chassis about the axis of said front wheels.

4. Ina truck of the class described, the combination with a chassis, of tubular members rotatably mounted intermediate their inner and outer ends in one end of said chassis, bearings provided on the outer end portions of said tubular members, a pair of wheels mounted on said bearings for supporting the adjacent end of said chassis, a wheel for supporting the opposite end of said chassis, a unitary power mechanism for driving said pair of wheels, said power mechanism consisting of a power plant and driving connections having driven axles extending through said tubular members and operatively connected to said pair of wheels and a housing fixedly related to the front wall of said power plant and the irmer ends of said tubular members, whereby said power mechanism is free to oscillate in said bearings, and yieldable means between said power mechanism and said chassis arranged to dampen vibrations of said power mechanism relative to said chassis about the axis of said pair of wheels.

5. In a vehicle construction, the combination with a wheel mounted chassis and power means thereon for driving certain of the wheels for said chassis, of a bracket on said chassis provided with a hollow member, a separate bracket fixed to a wall of said power means, and cushioning means between said hollow member and said separate bracket, said cushioning means comprising inner and outer annular members, resilient means between and connected to said inner and outer members, said outer member being supported on said hollow member, an element depending from saidv second mentioned bracket and extending through said inner member and devices on the opposite ends of said depending element, the device on the lower end of said depending element engaging the adjacent end of said inner member and the device on the upper end of said depending element engaging said separate bracket, one of said devices consisting of a nut threaded on the adjacent end portion of said depending element and adapted to secure the upperend of said inner member in fixed relation to said separate bracket and said depending element to the latter.

' PAUL E. HAWKINS.-

REFERENCES orrnn The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,001,029 Kulick et al. May 14, 1935 2,074,946 Stoner Mar. 23, 1937 2,141,234 :Anderson Dec. 27, 1938 2,253,592 Wahlberg Aug. 26, 1941 2,299,445 Weaver Oct. 20, 1942 2,304,040 Ulinski Dec. 1, 1942 2,307,857 Rodler Jan. 12, 1943 2,349,064 Weaver May 16, 1944 2,368,121 Dunham Jan. 30, 1945 

